Subaru

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The 2027 Subaru Solterra compact electric SUV comes into the new model year without any changes after a big update last year that finally brought a NACS charging port and a far better range of up to 288 miles. There are five trims in total, and all have dual motors, though the two base trims have 233 hp and the XT trims 338 hp. Blessed with standard AWD and a generous 8.3-inch ground clearance, the Solterra is actually useful off the beaten path, much more so than most of its rivals.

Subaru

After a major update last year that included a new electric architecture, a larger battery, faster charging capability, and a facelift, there will be no changes for this year’s model. The 2027 Subaru Solterra’s price even stays exactly the same.

The Solterra was modernized last year and looks clean and distinctive with two parallel 3-line DRL motifs on each side, lower-set LED headlights, and a closed-off grille panel. Most models have black fender trim, but it’s color-coded on cars painted Smoked Carbon or Cosmic White. Wheel sizes vary from 18 to 20 inches, and a roof spoiler, roof rails, and power-folding side mirrors are standard.

2027 Subaru Solterra in Midnight Tide Mica

Subaru

The 2027 Solterra’s cabin is the same as last year, with the same 7.0-inch high-mounted cluster display and 14.0-inch touchscreen with dual 15W wireless charging pads, wireless Apple CarPlay and Android Auto, USB-C ports for both rows, 4G LTE Wi-Fi, and 6-speaker audio. Higher trims gain 11-speaker Harman Kardon audio.

Cabin space is good, with a reasonable 35.3 inches of rear-seat legroom and between 37.1 and 38.6 inches of scalp clearance. The cabin is durable, not plush, but the plastics feel solid enough. Heated front seats, a power driver’s seat, and SofTex leatherette upholstery are standard. Higher trims gain a power front passenger seat, ventilated front seats, a heated steering wheel and rear seats, and more. The top trim comes with leather upholstery.

2027 Subaru Solterra interior

Subaru

Trim Level

Price

Base Trim: Premium

$38,495

Top Trim: Touring XT Leather

$45,855

Best Value: Limited

$41,395

The Limited adds niceties such as 20-inch wheels, 11-speaker Harman Kardon audio, a surround-view camera, advanced parking assistance, rain-sensing wipers, a power passenger seat, heated rear seats, and a heated steering wheel for about $3K.

Powertrain Type

Front Motor

Rear Motor

System Horsepower

Drivetrain

Dual Motor (Standard)

117 hp / 125 lb-ft

117 hp / 125 lb-ft

233 hp

AWD

Dual Motor (XT)

224 hp / 198 lb-ft

117 hp / 125 lb-ft

338 hp

AWD

City

Higway

Combined

Battery

Range

233 hp

131

109

120

74.4 kWh

288 miles

338 hp

128

105

117

74.4 kWh

278 miles

Last year, the Solterra received a NACS port to give it access to the Tesla Supercharger network, as well as a new electrical architecture with a higher 150-kW maximum charging speed, which can fill the battery from 10-80% in about 28 minutes. The 11-kW on-board Level 2 charger needs eight hours to fully charge a flat battery. A battery preconditioning system for maximum charging speed from the moment you plug in.

The base 233-hp Solterra sprints to 60 mph in an entirely decent 5.9 to 6.4 seconds, depending on the as-tested weight and testing conditions. The 338-hp variants cut this time to around 4.3 to 4.4 seconds, and are proper performance models, with effortless overtaking ability. The car handles very well, despite the high ground clearance, but the ride feels quite firm on 20-inch wheels.

Subaru

Dimension

Measurement

Length

184.6 in

Width

73.2 in

Height

65.0 in

Wheelbase

112.2 in

Measurement

Front

Rear

Headroom

38.0-38.8 in

37.1-38.0 in

Legroom

42.1 in

35.3 in

Shoulder Room

57.8 in

56.0 in

The Solterra’s trunk is adequate at best, with a middling 23.8 cu-ft behind the rear seats. This does increase to a useful 63.5 inches with the rear seat folded, and the load floor is low. There is more storage under the cargo floor, but no front frunk.

The 8.3 inches of ground clearance is surprisingly generous, and combined with AWD, the Solterra can handle light off-road work like a true Subaru SUV. X-Mode provides Deep Snow/Mud and Snow/Dirt modes, as well as hill-descent control.

Coverage

Duration

Basic Warranty

3 years / 36,000 miles

Powertrain Warranty

5 years / 60,000 miles

Complimentary Maintenance

Not included

EV Battery/Components

8 years / 100,000 miles

Pros:

• Standard AWD and surprising off-road ability

Cons:

• Cabin materials mediocre

The Solterra has caught up with the class average in terms of charging speed and driving range thanks to last year’s update, and it’s well ahead of most rivals when it comes to off-road ability, thanks to standard AWD and more than 8.0 inches of ground clearance. The Limited will be more than adequate for most people at just over $41K, but XT trims provide a strong performance punch for those more sportily inclined. Cabin plastics are mediocre, and the trunk is only average, but this does little to detract from a thoroughly accomplished compact crossover.

Subaru

• Tesla Model Y

The Mazda 3 stands out in the compact car segment for its blend of engaging driving dynamics, eye-catching styling and everyday practicality. The current fourth-generation Mazda 3 debuted for the 2019 model year and that should bode well for reliability, but this is a seriously competitive segment filled with rivals like the Honda Civic, Toyota Corolla, Subaru Impreza, Hyundai Elantra, and Volkswagen Jetta. There is no doubt that the Mazda 3 is engaging to drive and offers an interior that looks like it’s from one class up, but how does it compare in long-term dependability? We analyzed quality and reliability ratings from J.D. Power to find out.

Mazda

Mazda 3 Model

Engine

Power

Torque

0–60 mph

Base MSRP

2.5 (FWD/AWD) Manual/Auto

2.5-liter 4-cylinder

186 hp

186 lb-ft

7.0-7.5 sec

$24,650 sedan
$25,650 hatchback

2.5 Turbo (AWD) Automatic

2.5-liter turbo 4-cylinder

250 hp

320 lb-ft

5.6 sec est

$39,940 sedan
$38,090 hatchback

The current Mazda 3 lineup has undergone some changes over its production run, but at its core is a naturally aspirated 2.5-liter inline-four that produces 191 hp. Both a hatchback and sedan body style are on offer, and a turbocharged 250 hp version of this engine is available on upper trims. This is one of the quickest cars in its class and takes on rivals like the Volkswagen Golf GTI and Hyundai Elantra N.

A six-speed manual is available on the base hatchback model, while the rest of the Mazda 3 range gets a six-speed automatic. Front-wheel drive (FWD) and all-wheel drive (AWD) layouts are available depending on trim, and standard features across the range include advanced safety tech, Apple CarPlay/Android Auto integration, and an 8.8-inch infotainment touchscreen upgradable to a 10.3-inch version on higher trims.

Mazda

J.D. Power Quality & Reliability Scores

Mazda

Mazda 3 Model Year

J.D. Power Quality and Reliability Score

2019

n/a

2020

82/100 (Great)

2021

n/a

2022

81/100 (Great)

2023

74/100 (Average)

2024

77/100 (Average)

2025

77/100 (Average)

2026

77/100 (Average)

J.D. Power evaluates automotive dependability through two primary metrics: the Initial Quality Study (IQS), which tracks mechanical and design issues reported by owners during the first 90 days of ownership, and the Vehicle Dependability Study (VDS), which assesses long-term reliability after three years.  

Its results show a slightly different trend, with earlier model years scoring higher overall. The current 77/100 result is considered average on J.D. Power’s measuring scale, and while it still has room for improvement, the consistent results are indicative of a well matured product range.

The three most frequent complaints reported by Mazda 3 owners involve infotainment and electrical glitches, and durability issues with paint and interior trim. The mechanical components have proven to be robust and generally give few issues.

Kristen Brown/Autoblog

Make and Model

J.D. Power Quality and Reliability Score

Mazda 3

77/100 (Average)

Honda Civic

84/100 (Great)

Toyota Corolla

81/100 (Great)

Subaru Impreza

83/100 (Great)

To get a more rounded view of the Mazda 3’s reliability, it needs to be compared to its closest rivals. The Subaru Impreza and Toyota Corolla both score highly with owners in both the J.D. Power surveys, while the Honda Civic topping the list.

Unfortunately, despite the Mazda 3’s long production run and relatively decent reliability scores in isolation, it is relegated to last place here. For reference, the worst performers in this segment are the Volkswagen Jetta and the Kia K4.

Thanks to well-proven underpinnings and a long production run, the Mazda 3 delivers better than industry average reliability scores. While the results from these two reliability surveys suggest that long term reliability has improved or at the very least stabilized, the Mazda 3 cannot match the solid reliability ratings of top performing rivals like the Toyota Corolla and Subaru Impreza.

This doesn’t necessarily make the Mazda 3 an unreliable vehicle, but based on real-world owner feedback, you are more likely to experience a problem owning a Mazda 3 than you would if you picked one of the segment leaders.

The GC8 Impreza is the rally-bred legend that made Subaru a household name, and the Type R STI is among its most coveted forms. This 1997 Version IV is a two-door homologation special, already imported and US-titled, in Glacier White. It sits on Cars and Bids at $5,655 with six days to go.

Cars & Bids

The GC8 market is strong for clean cars, but condition drives everything. According to Classic.com and current market data, GC8 Imprezas average close to $23,700, with clean, desirable Type R and STI variants generally trading from the mid teens into the $40,000s, while rust and history concerns can slash a car’s value dramatically.

Fair value for this example sits close to $15,000 to $30,000, most likely close to $18,000 to $24,000, with the coveted variant and already-titled status supporting the figure and the rust question below holding it back and adding real uncertainty. At $5,655 with six days remaining and a reserve, the bidding should climb, though caution over the underbody has kept it measured so far.

Cars & Bids

The car is a genuinely desirable variant, but its condition is the central issue. Finished in Glacier White over gray, it is a right-hand-drive Type R STI Version IV running the EJ20K 2.0-liter turbocharged flat-four, rated close to 276 horsepower, through a five-speed manual and the DCCD all-wheel-drive system, with Recaro seats and a MOMO wheel.

Cars & Bids

It carries a clean North Carolina title, so it is already imported, and it wears fresh 2025-date tires. The modifications are limited to OZ wheels, an HKS exhaust, and a head unit, with the factory wheels included. The rust is the crux. The seller notes underbody corrosion, and multiple bidders have flagged what looks like painted-over rot and requested more underside photos.

Cars & Bids

GC8s are notorious for rusting at the rear quarters, strut towers, and sill seams, and rust is the single biggest value killer on these cars, so a buyer must obtain comprehensive underbody images and, ideally, an in-person inspection before bidding, and walk away if the rot is structural. The extensive recent service the seller describes is undocumented, so confirm it, and the detonation-sensitive EJ engine warrants a compression and leak-down test. There are also dents on the front fender and trunk lid.

Cars & Bids

Specification

Detail

Make

Subaru

Model

Impreza WRX Type R STI Version IV

Year

1997

Mileage

85,000 miles

Engine

EJ20K 2.0-liter turbocharged flat-four

Power

276 hp and 260 lb.ft of torque

Transmission

5-speed manual

Drive type

All-wheel drive

Exterior color

Glacier White

Interior color

Gray

Current bid

$5,655, with six days left

Interested in this 1997 Subaru Impreza WRX Type R STI Version IV? View the listing here.

The Type R STI is one of the most special versions of Subaru’s first-generation Impreza, a lightweight, two-door homologation special developed by Subaru Tecnica International and offered only in Japan on a special-order basis. It formed the foundation for Subaru and Prodrive’s Group A and Group N rally efforts, the cars that Colin McRae and others drove to World Rally Championship glory, and it packed genuine competition hardware, including the driver-controlled DCCD center differential, a close-ratio gearbox, an STI-tuned chassis, and the turbocharged EJ20 flat-four. Never sold in the United States, it became the ultimate forbidden fruit for a generation of enthusiasts.

Cars & Bids

That combination of motorsport pedigree, rarity, and the raw, focused character of a purpose-built rally weapon is exactly why the Type R has become so coveted now that these cars are import-eligible. It represents Subaru at its most single-minded, and clean examples have climbed steadily in value as demand for the genuine article grows.

For a Subaru enthusiast, the appeal of a genuine Type R STI is enormous, and the already-titled status removes the biggest hurdle of importing one. This is one of the most desirable GC8 variants, and in the right condition it would be a compelling buy. The problem is that condition is precisely the open question here.

Fair value sits close to $15,000 to $30,000, most likely close to $18,000 to $24,000, but that range assumes the rust turns out to be manageable. Before bidding, the single most important step is establishing the true state of the underbody, so demand comprehensive photos and an inspection, and treat any sign of structural rot as a reason to walk away. Confirm the undocumented service and test the engine, and this could be a genuine rally-bred icon. Leave the rust unexamined, and the low bidding is a signal in itself.

Disclaimer: This post is for informational purposes only. We are not a dealership or broker. All vehicle specifications, pricing, and availability are subject to change without notice. We are not responsible for typographical errors, omissions, or the accuracy of the provided information. Please verify all details directly with the seller.

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I recently talked with a good friend about his teenage son getting his driver’s license in October, after his 16th birthday. He lamented the impending teen driver insurance costs, as much as $3,600+ if they piggyback onto the parents’ policy. As if that wasn’t enough to be concerned about. Then comes the problem of what kind of car they should drive. Of course, the new driver could always just drive what you have, but maybe you don’t want them to helm your new BMW or a torquey EV. What then? As someone who writes about cars for a living, I have a much longer list of vehicles I would never put a teenager in than ones I would.

Mazda

Well, my wife and will have a new driver in the family in about a year, and the thought of my daughter driving has us a little nervous. We have to entertain the idea of what she would drive. Of course, the primary concerns are vehicle safety, price, insurance costs, minimal technological distractions and reliability. It also can’t be embarrassing to drive, an important criteria for my daughter. Here are the five I keep coming back to, all findable under $20,000 with patience.

Toyota

The Camry is the boring answer, but it’s just so damned good at everything else but actual driving excitement. It doesn’t draw attention, nor does it look racy in any way. It’s more about space and reliability than anything else. The 203 hp I4 isn’t weak sauce, but it also won’t get the driver in any trouble.

Toyota

The 2020 Camry earned the IIHS’s highest honor, Top Safety Pick+, with no related headlight or option-package caveats. Every 2020 Camry also came with Toyota Safety Sense P as standard equipment, so automatic emergency braking, lane departure alert with steering assist, and adaptive cruise are guaranteed. KBB pegs base L and LE trims starting around $17,000 to $17,600, though national listing averages run closer to $20,000, so shop LE and SE for the best deals and the highest reliability.

Honda

Okay, so maybe this one is for me. I just love the 11th-gen Civic for its great driving dynamics, steering, and that analog interior. The first year of the current-gen Civic is the car I would actually enjoy borrowing because it’s low rent fun and still looks remarkably good. It swept the 2022 awards: both the sedan and hatchback took Top Safety Pick+ with no qualifiers. The 2.0-liter naturally aspirated engine in the LX and Sport makes a sensible 158horsepower, visibility is excellent for a new driver, and Honda Sensing is standard.

Honda

You can also opt for the upgraded engine in higher trims, but that pushes the cost well above the $20k mark. Actually, you’ll need to budget carefully and aim for a higher-mileage LX to get under the budget threshhold. But the reliability ratings are strong, and the naturally-aspirated version tends to be more dependable. I’d love for my daughter to learn how to drive a manual, which you can get in the Civic hatch for 2022. Finally and importantly, you still get some of the best cabin ergonomics, a great driving position, and more legroom than a compact sedan/hatchback deserves.

Mazda

If she wants an SUV, this is the one. I don’t want to give my daughter a crossover that’s big and squared off. The CX-30 is a stilted Mazda3, so it provides better, higher-up visibility and also benefits from swoopy Kodo styling like the 3’s svelte body. Okay, so it’s not huge inside, but that should keep other teens from wanting to pile into the back. Along the lines of safety, the CX-30 took the IIHS Top Safety Pick+ for 2022 with no qualifiers, then slipped to standard Top Safety Pick for 2023 as the IIHS tightened its side-impact and rear-passenger criteria.

Mazda

I will also want to borrow this crossover because it drives like a sporty, albeit low powered, car instead of a wobbly crossover, and standard all-wheel drive matters in Chicago winters. Base 2.5 S trims start around $19,250, and I would deliberately avoid the 227-horsepower turbo for the sake of reliability. It’s quick enough to be spritely, has great analog controls, and there infotainment system is user-friendly and highly resistant to distraction.

Subaru

The Impreza is almost as boring as a Camry, but the more compact footprint makes it easier to drive, especially in hatchback form. Remember that it also has standard all-wheel drive, the only one in this set. The reliable Impreza gives up horsepower (152 from the boxer-four) and refinement to almost everything here, but everything works pretty well. The 6.5-inch screen on base trims isn’t distractingly huge, and there are solid physical controls for climate and audio.

Subaru

The 2022-23 Impreza wagon earned Top Safety Pick with optional front crash prevention and specific headlights; the sedan was not on that list, so I would steer toward the five-door hatchback. It’s shorter, more capacious with the hatchback, and comes with standard EyeSight safety tech. KBB starts sedans around $17,000, with cleaner examples near $20,000.

Zac Palmer

My own 2016 Mazda6 has been solid, but I’d like my daughter to benefit from improved safety tech and an improved cabin and infotainment. The 2020 Mazda6 received a refresh inside and out. It’s the value play, and it went out on a high note with a 2020-21 Top Safety Pick+. It also comes standard with automatic emergency braking, front collision warning with brake assist, blind spot monitoring, rear cross-traffic alert, lane departure warning & lane-keep assist.

Zac Palmer

The 6 is almost as roomy as the Camry, and it also drives better. The naturally-aspirated 2.5-liter engine is the way to go for reliability. Mazda killed the beloved 6 after 2021, which suppresses resale prices, so a genuinely upscale midsize sedan with a great interior can be had cheaply. KBB lists the Sport trim near $15,150 and even the top Signature under $20,000.

It takes some digging to find good used car that’s safe, decently attractive, easy to drive, affordable, and with good driver-assist tech while not being overly tech-heavy. Remember that IIHS safety awards often hinge on headlights or optional crash-prevention systems, so check the exact year and trim level rather than just looking up the model name. There isn’t a single car here that can’t be had in good condition under that $20k mark, and they’re all very reliable and well-reviewed. It’s hard to go wrong.

Owner satisfaction is the term used to describe when the owner of a vehicle is likely to consider buying the same car again. While surveys of this kind consider several factors, Consumer Reports’ latest study is one of the most comprehensive and trustworthy out there. It relies on feedback from actual owners and its own independent testing procedures which provide an unbiased set of results not influenced by advertisers or manufacturers.

The results below were derived from an exhaustive set of evaluations including ride comfort, interior storage, ease of usability, driving performance, and overall ownership costs. 26 brands were evaluated for 2026, and while the top performers include some of the usual suspects, there are a few interesting entrants that bucked the normal trends.

Rivian

Unlike individual metrics like performance or reliability, owner satisfaction is all about measuring whether the vehicle they have bought is delivering what it promised in the first place. A slow budget car with minimal features can still perform well here as long as it is cheap to buy and run. That’s because it is providing what the buyer was looking for.

When it comes to reliability, and ownership costs the Japanese brands tend to put on a good showing, and seeing as this is what buyers of these brands are often looking for, they fill 4 out of the top 10 spots here. Subaru, Lexus, Toyota and Honda have all proven themselves over decades of solid product offerings, and for 2026 Subaru is the best performing Japanese brand.

BMW is another regular in the top five, and it once again outscores its natural rivals as well as most other brands to come in at second place. With arch-rival Mercedes-Benz way done in 17th place, and Audi holding up the rear in 24th position, it is in a league of its own here.

Relatively newcomer Rivian tops the charts by a fair margin, showing that American vehicles are still capable of delivering class-leading results. It was either first or second in all the measured categories, except for reliability where it came stone last.

This is partly down to Rivian still covering most vehicle issues with the factory warranty, and partly because the models it sells perform so far above most owner’s expectations.

Subaru

Subaru earns its place by virtue of its superb road test and new car reliability scores, which is clearly what owners want from their cars.Tesla, meanwhile, delivered an average road test score, but was deemed to be well above average in new car reliability as well as overall maintenance and repair costs.

It scored poorly in used car reliability, though, so make sure you do a thorough mechanical and electrical check on any used Tesla you may be intending to purchase.

Jared Rosenholtz/Autoblog

German luxury brands have not always been known for their faultless reliability, or their low running costs, and in terms of maintenance, BMWs are still expensive to service and repair once they age out of the factory warranty. However, BMW has proven that luxury and complexity don’t necessarily lead to unreliability, and its latest models are among the most reliable vehicles on the market.

The marque’s latest styling trends may not be universally appealing, but it still builds cars that deliver an enjoyable driving experience, and BMW performed superbly in the road test category.

Rivian

Rivian’s first vehicle was the R1T pickup which debuted in September 2021 for the 2022 model year. The R1S followed soon after, and the range has recently been expanded with the introduction of the smaller R2 SUV. Being such a newcomer, most of Rivian’s current fleet is still covered by the original factory warranty, and this is a good thing as it scored last in the reliability rankings.

Part of this is down to early production niggles, as well as the overall complexity of its range-topping vehicles which have suffered from a variety of electronic issues. But despite this, it was rated by owners as one of the most satisfying brands to own for 2026. The R1T and R1S were both lauded for their performance, off-road ability, range and interior comforts. All features that buyers of top-tier EVs value highly.

Toyota

While all of the brands in our top 10 list have proven to be able to deliver what their owners are looking for, owner satisfaction is as much a personal metric as it is an objective one. So, pick your next vehicle with that in mind to increase the chances that your ownership experience will be a satisfying one.

Subaru of America reported 62,028 vehicles sold in August, marginally up from 61,220 a year earlier, according to the company’s official sales release. Year-to-date, deliveries still sit at 423,822 units, down 3 percent from 2025’s pace — meaning August’s gain is a bright spot in a year that’s mostly been flat to negative for the brand overall.

Subaru

Four nameplates posted their best month of the year in August: Ascent, Crosstrek, Outback, and WRX. Crosstrek held the top-seller spot with 19,541 units, followed by Forester at 16,760 (up 17.8 percent year-over-year) and Outback at 15,233. But the story belongs entirely to WRX, which sold 1,778 units against 611 a year ago — good for that 191 percent jump, and part of a 37.7 percent year-to-date gain that’s brought WRX sales to 10,324 units through August.

It’s worth being precise about what the WRX sales figure actually means here. In raw units, Forester remains Subaru’s actual volume engine, holding its lead as the top-selling nameplate year-to-date at 140,487 units — more than 13 times WRX’s total. WRX’s eye-catching percentage gains are happening on a much smaller base, the direct result of Subaru bringing back a sub-$33,000 base trim and cutting prices across the lineup after a disastrous 2025 in which the automaker had axed the entry-level model entirely. So the WRX leads the growth story in percentage terms and enthusiast attention — but the Forester is still doing the heavy lifting that keeps Subaru’s overall numbers from looking much worse.

Subaru

Away from the gas-powered lineup, Subaru’s electric side remains its clearest weak spot. Subaru’s Solterra sales cratered 86.6 percent in August, falling to just 197 units from 1,466 a year earlier, and are down 42.6 percent year-to-date. The company’s newer EVs, Trailseeker and Uncharted, added enough volume to push total EV sales up 21.3 percent for the month — but that’s a low bar cleared mostly by expanding the lineup, not by any one model actually gaining traction. Impreza (-41.2 percent in August) and Legacy, which Subaru has effectively wound down, round out the weakest parts of the portfolio.

Small crossovers have inherited the job once performed by compact hatchbacks, economical sedans, and small station wagons. They are expected to be inexpensive but not feel cheap, efficient but not painfully slow, compact but not cramped, and tall enough to look like SUVs without being as aerodynamic as a refrigerator. It is a ridiculous list of demands for some of the least expensive new vehicles on the market—and shoppers are often simply trying to find the model that requires the fewest annoying compromises.

Over the past year, I have driven four of the newest and most significant contenders: the redesigned 2027 Kia Seltos, the refreshed 2026 Toyota Corolla Cross, the newly hybridized 2026 Subaru Crosstrek, and the second-generation 2026 Nissan Kicks. Together, they demonstrate four very different interpretations of what an affordable small SUV should be.

The Kia aims to feel like a shrunken family SUV. Toyota excels in efficiency and ease. Subaru prioritizes all-weather capability. Nissan attempts to provide the most comfort, style, and personality for the least money. Depending on your priorities, my last-place finisher could easily be your first choice, but this is how I rank them.

Cole Attisha

The testing circumstances weren’t identical, which is important to disclose. I lived with the Nissan Kicks SV AWD and Toyota Corolla Cross Hybrid XSE AWD for a full week each around Vancouver, British Columbia. I drove the Subaru Crosstrek Hybrid on paved and unpaved roads at its launch in Oregon, while my time in the 2027 Kia Seltos X-Line SX consisted of approximately five hours around Southern California.

I drove only the hybrid versions of the Corolla Cross and Crosstrek, so my comments about their ride, power delivery, refinement, and driving character apply specifically to those hybrids. However, when it comes to pricing, features, space, and value, I am considering the full gas and hybrid lineups. My ranking combines two questions: Which vehicle would I personally want, and which could I most confidently recommend? Character matters, but so do price, practicality, fuel economy, comfort, and the likelihood that the novelty actually survives a congested commute.

Cole Attisha

U.S. MSRPs exclude destination fees. Hybrid Seltos pricing has not been announced at the time of writing.

Model

Base MSRP

AWD entry price

Powertrain(s)

Output

2026 Nissan Kicks

$22,730

$24,230

2.0L four-cylinder, CVT

141 hp / 140 lb-ft

2026 Toyota Corolla Cross

$25,335 gas; $29,795 hybrid

$26,635 gas; hybrid standard

2.0L four-cylinder/CVT; 2.0L hybrid/eCVT

169 hp gas; 196 hp hybrid

2027 Kia Seltos

$24,990

$26,690

2.0L four-cylinder/IVT; 1.6L turbo/eight-speed auto

147 hp / 132 lb-ft; 190 hp / 195 lb-ft

2026 Subaru Crosstrek

$26,995 gas;
$33,995 hybrid

Standard

2.5L flat-four/CVT; 2.5L hybrid transaxle

180 hp gas; 194 hp hybrid

Model/configuration

EPA city/hwy/combined

Ground clearance

Towing capacity

Nissan Kicks FWD / AWD

28/35/31; 27/34/30 mpg

8.4 in

Not rated

Corolla Cross gas FWD / gas AWD / Hybrid AWD

31/33/32; 29/31/30; 46/39/42 mpg

8.1 in

1,500 lb

Seltos 2.0L FWD / X-Line S AWD / 1.6T AWD

28/33/30; 26/30/28; 24/30/26 mpg

Up to 8.1 in

Not rated

Crosstrek gas / Hybrid / Wilderness

27/33/29; 36/36/36; 25/29/27 mpg

8.7 in; 9.3 in Wilderness

1,500 lb; 3,500 lb Wilderness

Figures can vary slightly by trim, drivetrain, moonroof, and measurement method. Cargo figures below represent the configurations most relevant to the vehicles tested.

Model

Passenger volume

Cargo behind rear seats

Maximum cargo

Nissan Kicks

Up to 100.3 cu-ft

Up to 30.0 cu-ft; less with AWD

Up to 60.0 cu-ft; less with AWD

Toyota Corolla Cross Hybrid

Up to 94.9 cu-ft

21.5 cu-ft

Approx. 52.0 cu-ft

Kia Seltos

103.5 cu-ft

27.8 cu-ft

64.2 cu-ft

Subaru Crosstrek Hybrid

100.5 cu-ft

18.6 cu-ft

50.6 cu-ft

Cole Attisha

Finishing last doesn’t make the Subaru Crosstrek a bad small SUV. In fact, the Crosstrek Hybrid was actually one of the most enjoyable of these four to drive, and would be my first choice if the road ahead weren’t a road at all. Its 194-horsepower hybrid system gives the Crosstrek the smoothness and immediacy it has always desperately needed. More surprisingly, it can be genuinely entertaining through corners. It rolls, but that movement communicates its weight transfer rather than merely feeling clumsy. Once I learned its rhythm, it felt more eager and talkative than anything else here.

Subaru also refuses to treat AWD as a simple checkbox. Unlike the Corolla Cross Hybrid, every Crosstrek sends power mechanically to all four wheels, and the hybrid retains 8.7 inches of ground clearance. The Wilderness goes even farther with 9.3 inches of ground clearance and a 3,500-pound tow rating, giving the lineup genuine capability none of the others can quite match, though the hybrid powertrain remains unavailable on the adventure-ready trim.

Cole Attisha

Unfortunately, the Crosstrek lineup requires buyers to pay a hefty premium for its more specialized focus, whether they need it or not. The standard model is the most expensive entry point here, while the Sport Hybrid starts at $33,995 before destination—$4,200 more than the cheapest Corolla Cross Hybrid. Its 36-mpg combined rating is respectable, but the Corolla Cross Hybrid returns 42 mpg while starting for thousands less.

Subaru

The hybrid Crosstrek also has the smallest cargo hold in this comparison, and its portrait-oriented infotainment system feels dated compared to the widescreen setups in the Kicks and Seltos. If you regularly encounter deep snow or rough forestry roads, put it at the top of your list. For everyone else, its extra capability comes at the cost of price, efficiency, technology, and space.

Cole Attisha

The Kia Seltos finishes ahead of the Crosstrek because it feels like the newer, more complete product. Redesigned from the ground up for 2027, it no longer resembles a global-market crossover squeezed into the North American lineup to fill a conveniently sized hole. It looks confident, substantial, and expensive enough to make its “baby Telluride” positioning believable.

Kia

That impression also continues inside. The horizontal dashboard, available panoramic roof, upscale materials, and nearly 30 inches of available combined display area give the Seltos a richer first impression than anything else here. Even base models receive a 12.3-inch touchscreen. It’s also the packaging champion in this comparison, with 103.5 cubic feet of passenger volume and up to 64.2 cubic feet of cargo space.

The X-Line SX I drove paired a 190-horsepower turbocharged engine with an eight-speed automatic and multi-mode AWD. It was effortless in ordinary traffic, stable on the freeway, and more composed through canyon bends than its upright shape suggested. Yet it was never especially exciting. The steering was vague, and the transmission occasionally waited far too long to downshift before begrudgingly agreeing with an abrupt jolt.

Cole Attisha/Autoblog

Still, “easy” is no insult in this class, and the Seltos does make life feel easy. Its broader lineup also helps it beat the Crosstrek: buyers can choose an inexpensive front-drive 2.0-liter model, add AWD, step into the turbocharged X-Line SX, or wait for the forthcoming hybrid. The Seltos is simply fresher, roomier, and more tech-forward than the Subaru.

The Kia finishes third only because its gasoline engines can’t quite match the Toyota’s hybrid efficiency or refinement, while its value and personality don’t land quite as emphatically as the Nissan’s. It might be the most conventionally complete SUV of the four, but the two vehicles ahead of it make stronger cases in the areas their buyers will notice every day.

Cole Attisha

The Toyota Corolla Cross didn’t win me over with theatrical styling, dazzling technology, or an unexpectedly playful chassis. It earned its place here by making ordinary life remarkably easy. That became clearest during a Saturday afternoon when collecting my brother from a ferry terminal turned into almost two hours of congestion and detours around Metro Vancouver. The Corolla Cross Hybrid crawled smoothly through traffic; its brake pedal was easy to modulate, Auto Hold reduced the tedium, and its compact dimensions made it easy to exploit gaps. When we finally arrived, my brother noted that the trip had taken longer than his ferry crossing—but had not felt that long. That felt like the entire Corolla Cross experience distilled into one miserable commute. It doesn’t transform driving into entertainment; it removes friction from the parts of driving most people dislike.

The hybrid is easily the powertrain to get. Its three-motor system produces 196 horsepower, feels punchier and smoother than the 169-horsepower gas engine, and includes AWD. Over roughly 500 kilometers, I averaged 6.1 L/100 km, equivalent to about 39 mpg U.S., without hypermiling. Toyota rates it at 42 mpg combined. If not for the available hybrid powertrain, the Corolla Cross would not be where it is on this list.

Cole Attisha

Its electronic rear axle can’t match Subaru’s mechanically connected AWD system in difficult terrain, and the Toyota offers just 8.1 inches of ground clearance. But for wet highways, snowy commutes, ski-hill parking lots, gravel campsite roads, and the other conditions most owners will actually encounter, it should be entirely sufficient with appropriate tires. The steering is nicely weighted if not especially talkative, while the suspension is slightly firm but never punishing. The cabin lacks the visual drama of the Seltos or Kicks, yet it feels durable, intuitive, and solidly assembled.

Cole Attisha

It isn’t flawless. Rear-seat space is merely adequate; the 21.5-cubic-foot hybrid cargo hold trails the Kia and front-drive Nissan, and the styling already looks older than the freshly redesigned competition. Toyota also strangely omits passenger-seat height adjustment. But the Corolla Cross combines the strengths that matter most: hybrid efficiency, responsive performance, affordability, solid construction, sensible controls, and the reassuring sense that it will continue doing its job without complication for years to come. The Seltos is prettier and roomier; the Crosstrek is more capable and engaging, but the Toyota is simply easier to recommend.

Cole Attisha

The least expensive vehicle here is also my winner, and that result honestly surprised me. My Yuzu Yellow Kicks SV AWD looked so much like a Minion that I initially wondered if it had its own pair of overalls in the trunk. Its bright paint and upright, cheerful face drew attention everywhere, which is not always what someone wants from an inexpensive crossover. Then I drove it for a week and began to realize the joke was really on me.

For very little money, the Nissan Kicks is zippy, easy to maneuver, comfortable, and genuinely fresh. Its 141-horsepower four-cylinder is the weakest engine here on paper, but around town it responds eagerly enough to avoid feeling as if it’s been defeated by its own specifications. Light controls, good visibility, tidy dimensions, and newly available AWD suit dense cities with less-than-perfect weather.

Cole Attisha

The cabin is the greater achievement. Its clean dashboard, available pair of 12.3-inch displays, distinctive textures, supportive Zero Gravity seats, and clever packaging feel contemporary rather than apologetic. It’s quiet and comfortable enough on the highway to feel like a real small SUV rather than an economy hatchback on platform shoes. On the outside, its blocky wheel-arch detailing, playful proportions, and available two-tone colors are distinctive without looking overly desperate for attention. It looks youthful because someone took an actual design risk, not because the accounting department approved some tacky red accent strips.

Value ultimately seals the result for me. The Kicks starts at $22,730 before destination charges. AWD can be added without forcing buyers into the most expensive trim, and even the well-equipped SR AWD costs less than the Crosstrek Hybrid’s starting price. It also offers strong fuel economy, 8.4 inches of clearance, and a surprisingly generous suite of technology.

Cole Attisha

Passing power is limited, its CVT does little to stir the soul, AWD models lose some cargo space, and long-term CVT durability may concern some Nissan shoppers. But its limitations feel proportionate to its price, while its comfort, design, personality, and technology feel unexpectedly generous for the money. It’s not merely acceptable; it’s legitimately charming because of how intelligently its development budget was spent. If I were ordering one myself, I would choose an SR AWD in Canyon Bronze Metallic. I only wish Nissan would allow that color to be paired with the black contrast roof.

Cole Attisha/Autoblog

I must admit that, before having driven any of these four subcompact SUVs, I would never have guessed that the Kicks would be my pick of the bunch. I’d have assumed the Seltos would have won me over for its pairing of turbocharged power with a conventional eight-speed gearbox, or even the Crosstrek for its coveted Symmetrical All-Wheel-Drive System, but certainly not the mind-numbingly-boring-on-paper Corolla Cross. But ultimately, if for some reason I were in the market for a new compact crossover (God forbid this ever happens to me), the 2026 Nissan Kicks is the one I’d most happily take home.

The Subaru Crosstrek is the more obvious choice for drivers who value genuine all-weather capability, ground clearance, and driving character enough to accept a higher price and an older-feeling interface. The Kia Seltos is the spacious, polished, tech-heavy all-rounder, with a diverse lineup and distinctive styling that makes most rivals look a generation behind. The Toyota Corolla Cross is perhaps the most sensible recommendation: efficient, solid, smooth, and stubbornly easy to live with.

Cole Attisha / Gemini 3 Pro

The Nissan Kicks wins because I feel it does the best job of combining a perfectly rational value proposition with something this segment too often forgets—character. It proves that an inexpensive vehicle need not make its owner feel as though every drive is a reminder of what they couldn’t afford. The order in which these SUVs have been ranked, however, may not remain settled for long. Kia plans to add a Seltos Hybrid to its lineup, and if it combines the gas model’s space, technology, and design with competitive efficiency and available AWD, it could easily become the most complete vehicle here. Pricing will determine whether it lands as a value leader or an expensive flagship.

For now, the Kicks is the one I would buy. The Corolla Cross is the efficiency-first recommendation, the Seltos will impress most in the showroom, and the Crosstrek will keep going when that showroom is several muddy miles behind you. Spending the most does not necessarily buy the small SUV you will enjoy owning the most.

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The 2026 Subaru Uncharted is meant to broaden the brand’s EV appeal with a compact, outdoorsy crossover that sits below the larger Solterra. I was pretty excited to drive it and came away pretty pleased. Sure, it’s part of a mashup with Toyota’s 2nd-generation C-HR, but it’s also the third member of the Subie EV lineup. I was impressed with the Trailseeker, so this smaller EV piqued my interest.

After a week behind the wheel, though, the biggest issues weren’t range, charging, or even daily usability. I didn’t even have issues with the driving dynamics. My problems were a bit more superficial, but I realized that no matter how much I might like the way a car drives and how comfortable it is, little things can get in my craw to the point where they stick out in the back of my mind… forever. Here’s where the 2026 Uncharted Sport got under my skin.

There is nothing wrong with a Subaru looking distinctive. In fact, some of the brand’s most enduring designs—the rugged Outback, the boxy Forester, even the funky Crosstrek—stood apart because they looked purpose built. You could look at them and understand their mission: carry people, tolerate bad weather, fit outdoors-oriented lifestyles without looking too weird. Subaru crossovers were wheeled hiking boots, and people loved them for it.

The Unchartged looks strange, even more than the Toyota C-HR, which is a tad more conventional looking. The Uncharted’s body is full of sharp creases, contrasting trim pieces, geometric lighting signatures, and disjointed styling cues. From some angles, it looks too thick for its length. From others, it looks like little design elements were added just to appear different.

The and rear fascias seem clumsy. The Pleiades DRLs don’t look great, and the flat plastic slabs on the front and back look awkward. A faux front grille would’ve been better. It has an anonymous EV-crossover quality, with slim lighting and dark panels arranged in a way that could belong to nearly any new battery-electric product. The Uncharted needed a more distinct and more cohesive front end. The Trailseeker does a better job putting it all together.

Then there are the wheels on the two lower trims, which may be the Uncharted’s most obvious styling misstep. Aerodynamic wheel designs are normal for EVs. Tesla has them and so does Hyundai. Thes aren’t especially different, but they’re still awful. Yes, they’re meant to reduce turbulence around the wheels to help efficiency. It’s not that Subaru chose aero wheels, it’s that they look cheap and dumpy. The five-spoke/panel wheels have etchings to try to make them look slick. They don’t help. Contrasting silver portions would’ve helped, but I”m guessing Subaru wanted the blackness to help the car look more rugged.

Subaru

It looks cartoonish—somewhere between a wheel cover and an unfinished concept-wheel prototype. The shapes are too fussy, the surfaces too flat, and the visual weight too heavy for a compact crossover designed for adventure. The upgraded GT wheels (above) are better but overly busy with two concentric rings behind the five spokes. They’re not as clumsy looking as the versions on my Sport test vehicle, but you can only get them if you upgrade trim levels.

This one seems superficial, but you have to live with it if you own the car. There’s something about Uncharted that seems negative when you first hear it. Kinda like uncivilized, unhealthy, and unfunny. I get that Uncharted is meant to evoke the road not traveled, the trail not traversed, the path not taken. Profound, it is not.

I really hate the name because it doesn’t fit in the lineup. Subaru names have traditionally been practical and easy to decode. Outback suggests distance and exploration. Forester suggests the woods. Crosstrek sounds like an active, all-weather compact crossover. Even Solterra, while somewhat corporate, at least signals the combination of sun and earth behind Subaru’s initial EV strategy. Uncharted is nonsequitur. It sounds less like a vehicle name and more like the title of an outdoor-apparel campaign or a limited-edition energy drink flavor.

The 2026 Subaru Uncharted is a very likeable compact EV. It drives well, provides solid comfort, and it’s tech is intuitive and easy. It’s too bad some glaring annoyances emerged during my time with it. Subaru did not need strange styling elements, goofy-looking aero wheels, and an out-of-place name. Do they make the car worse? No, but Subaru could’ve worked a little harder to improve the experience because details matter.

The 2026 Subaru WRX still offers a combination that is increasingly rare: a turbocharged engine, standard all-wheel drive, a genuinely engaging chassis, and—depending on trim—a manual transmission. It is quick enough for real roads, confidence-inspiring in bad weather, and more usable year-round than many sporty compact sedans.

But after a week of commuting, running errands, and opening it up on long highway stretches, the things I disliked became impossible to ignore. Granted, the WRX has literally never been a comfy and quiet daily driver. Also, none of these glaring issues actually erase the WRX’s appeal for those who love it. Still, they affect the everyday experience enough that they deserve to be noted and could act as shots across the bow for potential buyers. This rally-inspired sedan is rough around the edges in old and new ways.

The WRX is a driver’s car, not a tech showcase. Okay, let me clarify that. No tech showcase should show this system off. It’s too big for a car that’s about the driving, and it’s also not intuitive, not responsive, and stuffed with too many vehicle controls. On cold mornings, it doesn’t respond for a couple of minutes. Yes, that means a lot of time in sub-zero Chicago winter mornings with heated seats that won’t turn on.

Amos Kwon

Menu diving is the norm here, but that won’t make you like it. Adjusting fan speed, changing the temperature, activating seat heaters, or managing other everyday settings can require looking down, tapping through menus, and then confirming that the system registered your input. Combined with a stick shift and clutch, it’s positively infuriating. The WRX needs less and it needs more. Less screen size, fewer touchscreen operations, but more switchear, more analog gauges.

Amos Kwon

The WRX is not a quiet car, inside or out. It’s not as raucous as the last-gen car, but that doesn’t mean it’s anywhere near Lexus-like. The WRX won’t appeal to those who desire hushed environments, and some mechanical noise is an intrinsic part of the formula. The engine note, the sound of the turbocharged flat-four working hard, and a little wind noise at speed all fit the car’s unique personality.

Amos Kwon

The problem is that the amount of tire and road noise entering the cabin at highway speeds can become tiring. Drive for 20 minutes this way, and it’s no big deal. Two hours or more, and it’s grating. The noise level impedes on peaceful phone calls, and it does mean you need to turn up the audio system and speak more loudly than expected, even on smooth highways.

If you want a WRX, you must test drive it on the highway. It’s imperative so that you know what you’re getting into. Spend at least a few minutes at interstate speed, preferably on rougher pavement, before deciding whether the noise level is tolerable or just plain unbearable. I knew I could tolerate it, but my wife could not. Everyone’s different.

Amos Kwon

The WRX is not a delicate, subtle sports sedan. It has always worn a bold hood scoop, muscular fenders, and rally-inspired styling cues. That’s classic WRX, and I welcome those aspects with open arms. The problem is that the current design takes the rugged theme too far. It looks like a bunch of plastic parts were tacked on to make the WRX look tough. It actually cheapens a more mainstream body, to the point of looking cartoonish.

Amos Kwon

The black plastic body cladding around the wheel arches and lower body panels is intended to reinforce the WRX’s all-weather, drag-cheating, adventure-ready image. In practice, it looks goofy and cheap. Getting the WRX in a darker color helps a little. Buy it in white or orange, and it highlights the silly visual bulk around the wheel openings and rear fascia. I wish Subaru had dialed this down to go with the more subdued body.

Don’t make the mistake of thinking that I hate the WRX. I love it for its all-wheel drive traction, manual transmission, practical back seat and trunk, and for its rally-car spirit. I just can’t say that everything glittters because that’s easily not the case. Enthusiasts often overlook a lot, just to get a three-pedal hoot of a car to drive every day. The infotainment system needs to go, the burning-oil smell is harsh, and the excessive body cladding looks like a cheap afterthought. Once you get past all that, it’s still a pretty great little sports sedan.

I have been a big fan of the WRX, but it’s an acquired taste. If you want good comfort and a nice cabin, you have to look elsewhere. The WRX, however, stands as the only manual transmission, rally-bred sedan left. The 2026 Subaru WRX now sells in five trim levels. The base model is priced at a pretty affordable $32,495. Next up is the Premium at just $33,995. But then things start to climb. The Limited is $5k more than the Premium. The GT and tS jump all the way to $44,995. Yikes, a difference of $12,500 and every WRX gets the same 271-hp engine and Symmetrical AWD setup.

Amos Kwon

At a time when affordable sports sedans are disappearing, becoming automatic-only, or shifting toward electrification, the WRX is wonderfully analog. So, in its bare-bones base trim, is the WRX still convincing? I drove it for a week to find out.

My tester was nearly bone stock. This Base trim is now back for 2026, having been dropped for the 2025 model year. This brings the WRX’s cheapest trim back down below $34,000. In the process, it loses heated seats, rear USB ports, and fog lights. The only option added to my tester was the Galaxy Purple Pearl exterior paint for $395. I would’ve just as well clad it in iconic WR Blue Pearl paint for no additional charge and called it t day.

Amos Kwon

I remember when the current WRX debuted. It incited thoughts of breaking out a torch and a pitchfork. Granted, the generation before it was not looker, but it worked. The current WRX tacked on black plastic wheel-arch cladding and aggressively squared-off bodywork. It looked overdone, like Subaru had Frankensteined previously rejected crossover bits onto their rally sedan. In purple paint, which looks blue in the shade, isn’t as stark anymore. The black plastic cladding and angular fender trim blend in a bit more. It’s kind of grown into the automotive landscape since its debut.

The dark mesh grille, hood scoop, and muscular haunches look good. These are solid styling elements, but the preponderance of plastic, especially on the rear bumper and the functional aero fenders, take the WRX’s look down a couple of notches. The overall body is legiimately more conventional and more mature, but the preponderance of body cladding adds unnecessary busyness.

The cabin won’t win any awards for looks, but it’s a functional interior that works for a car of this price. There’s a lot of black plastic and cheap-looking fabric on the seats. Don’t get me wrong. It works for the base car just fine, but a Honda Civic has a better cabin than this. Mild flourishes include aluminum sport pedals, contrast seat stitching, faux carbon fiber trim, and a chunky flat-bottom steering wheel.

There’s some style in the shape of dash trim and door cards, and the seats are two-tone with red stitching. The base model remains pretty, well, basic. Higher trims like the tS get fancier Recaro sports seats, Alcantara suede, and contrasting color trim on the seats, door, and dash. The $12k+ price increase over the base seems like a steep price to pay, but it does add Brembo Brakes, five driving modes, three steering modes, adaptive dampers, and a brake-based torque vectoring system.

This is the one feature in the WRX that feels like it doesn’t belong. The size of the screen and the interface are huge distractions. Every trim comes standard with Subaru’s 11.6-inch Multimedia Plus touchscreen, a portrait-oriented display that, unfortunately, bears the brunt of the responsibility of vehicular functions. It dilutes the utilitarian cabin by complicating the user experience. It’s a system whose interface is laggy, complicated, and generally frustrating. The Outback is the sole member of the Subaru linuep that has moved on from this system, except for the brand’s EVs that have benefitted from Toyota collab.

Even the base model provides wireless Apple CarPlay and Android Auto. The system also bundles a six-speaker sound system, SiriusXM satellite radio with a four-month trial subscription plus 360L and Travel Link services, HD Radio, a rear-vision camera, and Bluetooth hands-free calling and audio streaming.

Every 2026 WRX, including the manual-only Base model, also gets Subaru’s EyeSight Driver Assist suite and the DriverFocus distraction-mitigation system as standard equipment, a first for manual-transmission WRX models. The Base trim does trim a few extras compared with pricier WRX trims — namely built-in navigation and a Harman Kardon premium audio upgrade — but the core infotainment and safety-tech package remains identical across nearly the entire lineup.

Subaru

Despite its rally leanings, the WRX is actually a usable family sedan, as long as you don’t have to transport tall passengers or traverse rough pavement. The seat fabric in the base trim isn’t especially nice, but it is grippy and keeps you in place during spirited driving. The seats are also supportive and well-bolstered. The back seats provide 36.5 inches of legroom, up 1.1 inches from previous generation. That might not seem like a lot, but it’s enough to elevate the comfort. Headroom gets chopped by 0.4 inches, though, so it could invade on those with long torsos, large heads, or tall hair.

Ride comfort has never been a WRX strong point, and this generation is no different. It’s firm but doesn’t feel harsh. If you want improvements in this department, you have to upgrade and spend $12,500 more to get the adaptive dampers in the WRX tS. Cabin storage is decent. Good door pockets, and open binnacle in front of the shifter, and open cupholders make small-item stowage pretty easy. The trunk provides 12.5 cubic feet of cargo space. I threw in six grocery bags and three backpacks without a problem. The opening is wide at the top and narrow at the base, but the load floor is nice and flat.

The WRX’s turbocharged 2.4-liter flat-four engine is a capable mill delivering 271 horsepower and 258 lb-ft. of twist. Its horizontal layout keeps the engine’s center of gravity low, while the larger-displacement turbo four offers stronger midrange response than the older 2.0-liter unit used in the previous-generation WRX. That difference is palpable, and the power delivery feels smoother while still providing the kind of spontaneous shove WRXs are known for. 0-60 mph happens in the mid-five second mark. It pulls willingly, responding quickly to downshifts.

The car’s performance is unquestionable, and it hangs on beautifully in the corners. Body roll is minimal, and the WRX feels balanced and predictable. It’s less dramtic than the last WRX. There is less of the old-school turbo surge, and engine sounds are on the quiet side for a rally-bred sports sedan. It’s less angry but more well-rounded than before. Steering is light, and it only has a modicum of feedback. It has enough low-end strength to make city driving and highway passing easier, but it all feels just a little more civilized.

The six-speed manual transmission remains the enthusiast’s choice. The clutch is light, the shifts are long-ish, and the action is not as crisp or mechanical as versions found in the Honda Civic Si or the Mazda Miata, but I count it as a win that this still exists. The cheapest WRX removes the sticker shock of the higher trims while providing nearly the same performance.

The WRX Base is a small family sedan that delivers just the right amount of family practicality for those who want inclement weather chops and a manual transmission. Yes, there are some compromises with the annoying tech, firm ride, and cheap interior. For a little over $34 grand all in, it’s hard to argue against it because you can drive the family and still drive it like hell when you’re going solo. The WRX Base removes the sticker shock of the higher trims while providing nearly the same performance.